Railway traffic controlling apparatus



Sept. 8, 1931.

R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Sept. 11, 1928 3 Sheets-Sheet l mvgmon: R HIMGCQ rvn/ NN NAQ g QA EQ QNN J mm NNN BS) 4 b w Qwi mw Q Sept. 8, "1931. R. A. M CANN 1,322,498

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Sept. 11, 1928 3 Sheets-Sheet 2 Fly. 2.

r INV/ENTORI R. H. 14c (La/7n VQR'W I Sept. 8, 1931. R; A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Sept. 11. 1928 s Sheets-Sheet :5 ghw b k ww K \Q mds w QM INVENTOR. R-HJ7c Can/v,

Patented Sept. 8, 1931 UNITED STATES PATENT OFFICE RONALD A. MCCANN, OF SWISSVALE, PENNSYLVANIA, ASSIG-NOR TO THE UNION SWITCH & SIGNAL COIIIPANY, OF SXVISSVALE, PENNSYLVANIA, A CGRPORATION OF PENN- SYLVAN'IA RAILWAY TRAFFIC CONTROLLTNG APPARATUS Application filed September 11, 1928. Serial No. 305,176.

My invention relates to railway trafiic controlling apparatus, and particularly to apparatus of the type comprising apparatus located on a vehicle and arranged to co-operate with means located in the trackway for controlling traflic governing mechanism in the trackway or on the vehicle.

I will describe several forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of apparatus for transmitting a control impulse from the vehicle to .the trackway, and embodying my invention. Fig. 2 is a diagramnatic view illustrating an application of my invention to the control of tripping devices in the trackway. Fig. 3 is a diagrammatic view illustrating an application of my invention to the control of a railway switch from a moving vehicle. Fig. 4 is a view, partly diagrammatic, illustrating an application of my invention for controlling vehicle carried governing means from the trackway.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. 1, the reference characters 11 designate a plurality of nozzles which are at times supplied with fluid pres sure for controlling a relay device L. For

example the nozzles 11 may be mounted on a railway vehicle, and the relay device L may be located in the trackway adjacent the path of travel of the nozzles. As here shown the nozzles 11 are connected, through pipe 10, a manually operable valve V, and pipe 9, with an auxiliary reservoir A which is charged with fluid pressure from a main reservoir M through pipe 7. The main reservoir M is constantly connected with a source of fluid pressure, not shownin the drawings, through pipe 7*. The valve V normally occupies the position shown in the drawings, so that reservoir A is normally disconnected from nozzles 11, but when the valve is operated fluid from reservoir A is supplied to pipe 10, so that a jet of the fluid escapes from each of the nozzles 11 A restricted orifice 8 in pipe 7 prevents fluid from escaping from reservoir M at a rate which is greater than the rate at which fluid is supplied to the main reservoir M through pipe 7.

The jets delivered by the nozzles 11 control a relay device L, which, in the form here shown, comprises a cylindrical housing 17 located in the trackway adjacent the path of travel of nozzles 11, and having a funnel shaped member 16 attached to its upper end. Located in the housing 17 is a hinged diaphragm 13, which is operatively connected with two contacts 14 and 15 in any suitable if the yalve V on the train is operated as the train passes the relay device L, the diaphragm 13 is deflected to operate contacts 14; and vice L just described may be utilized to control trackway governing apparatus as shown in Fig. 2.

Referring now to Fig. 2, the reference characters 1 and 1 designate the track rails or;

a stretch of railway track over which traiiic normally moves in the direction indicated by the arrow. These'rails are divided, by means of insulated joints 2, into a plurality of successive track sections A-B, BC, G D,\

D E, etc. Each such track section is provided with atrack transformer, designated by the reference character F with an exponent corresponding to the location, andhaving its secondary 3 connected across the rails adjacent the exit end of the section. The primary 4; of each such track transformer F is-constantly supplied with alternating current from a suitable source of energy such as a generator G, over line wires 5 and 6. Each section is also provided with a track relay, designated by the reference Relay devices similar to decharacter H with an exponent corresponding to the location, and connected across the rails adjacent the entrance end of the section. Thus it is clear that each section is provided with a track circuit which includes a secondary .3 of a transformer F, a track relay H, and the rails of the section in series.

Located adjacent the entrance endof-each section is a signal designated by the reference character-J with an exponent corresponding to the location. Each signal J is provided with an upper or home semaphoreblade 21,, and a lower or distant semaphore blade 20. Each of the blades 20 and 21 .is capable of assuming either a proceed or a stop position. When both blades are in the :stop position, the signal indicates ?stop; when the home blade is in the proceed position and the distantrblade is Zintthestop position, the signal indicates caution; and when both blades are in the proceed :position,1the signal indicates iproceed. Each *home blade controls three signal circuit controllers O,-and P, and'each distant bladed ontrols a circuit controller Q in the usual manner.

Located in the t'raclrway in rear of each signaflJ is a tripper arm designated the referencecharacter M with :an exponent corresponding to the location. Each tripper amnM is :biased to an effective position (see M but maybe moved =toan ineffective position (see M :by uneans of the usual operating mechanism not shown in the drawings. Each tripper arm M :also comprises a 'circuit controller S which is arranged to be closed when the arm occupies its ineffective position but to be open when the arm occupies its effective position. The tripper arms M are suitable for co-operation with vehicle acarried apparatus including a part which will be engaged by the tripper arm in its effective position to ive a stop indication on boardrthe vehicle. lithe tripper arm 1s an its ineffective position when the vehicle passes, the tripper arm will have no effect upon the vehicle carried means. This vehicle carr ed apparatus forms .no part of my present invention and is notshown in the draw lngs.

,E-aclrsection is provided with a relay device-L similar to thedevicc Lshown in Fig. 1. Each section is further provided with 'a relay designated by the reference character K with an exponentcorresponding to the 'location, and with a marker light 39. Each marker light 39 is located :in the trackway adjacent the associated tripper arm M and informs the operator of the train of the location of the tripper arm. Furthermore, when ithe enarker :light is lighted, the operator :is informed that the tripper arm occu ies its efliective position.

- eferring particularly to section IA-4B, the \dis ant :blade 20 0f signal J :is provided with a circuit which passes from battery R of signal J wires 29 and 30, contact 14L of device L wires 31, 32, and common wire 36, and wires 40 and ll back to battery B".

This circuit is closed when relays H and H are energized, and when signals J and J 'bo'th indicate proceed or caution, which con- 'dition exists only when sections A-B, B-C, and C-D, are all unoccupied.

The home blade 21 of signal J 'is provided with a circuit which passes from bat- Lei-y R through wires 42, 4:3, and "(39, front contact d6 of relay H wire 44., operating mechanism of home blade 21 of signal J", wires etiizand 30, contact 14 of device lr ,'wi1=es 31, 32, and. 33, common wire 3(i, and wires-l7 and 4&8 back -to battery R This circuit is closed except whenra vehicle occupies section A. B to lie-energize relay H, or when contact i l-of device L is open. It will be apparent, aherefore, that when section-s A-B, i l- G, and -'CD are all unoccupied, signal J indicates'proceed wheneither section B-C orC-D 'is occupied, signal J A indicates caution; and when section A-B is occupied, 'i ial J indicates stop. Each of the remaining'signals J is provided. with circuits similar to hose described for signal a).

Still referring particularly to section lbw- B, reiay IQ is provided with a piclcup circuit which passe from battery R through wires 42, 43, and 49, contact 15 of device L wires 50and 5S, winding of relay K4, wire 73,co1nn1on wire 36, and wires d7 and 48 back to battery 1%. Inordcr to pick up relay K therefore, it is necessary to operate device :L. hen relay ii is picked up, and when. signal 5* indicates caution or p oceed, so that circuit contu'oller l is closed, relay K" is QI'lGI'glIIGd'OVCI' a .stickcircuit which passes "from battery it, through wires 51, 52,'and 53,-circuit controller P controlled-by home blade 21 of signal J", w res 66 and 174:, front contact 56 of relay K wires 57 and 58, winding of relay K, wire 73, common wire 36,and wires 47 and 43 back to battery R The operating mechanism of tripper arm M is normallyenergized over a first circuit which passes from battery Rfithrough wires l-2aancl (i3, circuit controller Q, controlled by distant blade 20 of signalJ wires 59., 60,and 61, operating mechanism of tripper arm M, wires :62, '32, and 33, common wire 36, and wires 47 and 48 back to battery R This circuit is closed avhenever signal J indicates proceed, that is, when sections i k-13, 13- 0, and.CD:are all unoccupied, and underthese conditions, the tripper :arm occupies its ineffective position. When a vehicle enters section AB, however, signal J indicates stop, and the operating mechanism of tripper arm M is then energized over a second, or holding circuit, which is controlled jointly by track relay H and the track relay for the section to the left of point A. This circuit is not shown complete in the drawings, but a similar circuit is shown for the operating mechanism of tripper arm M This latter circuit passes from battery R through wires 51 and 68, back contact 3838 of relay H wire 27, back contact 37-37 of relay H wire 72, circuit controller S of tripper arm M wire 70, operating mechanism of tripper arm 1 and wire 71 back to battery R Returning to tripper arm M the operating mechanism of tripper arm M is also provided with a third or pick-up circuit which is closed when signal J indicates caution, and when relay K has been picked up. This circuit passes from battery R through wires 51, 52, and 53, circuit controller P controlled by home blade 21 of signal J wires 66 and 67, front contact 54 of relay K wires 55, 60, 61, operating mechanism of tripper arm M wires 62, 32, and 33, common wire 36, and wires 47 and 48 back to battery R Marker light 39 is provided with a circuit which passes from battery B, through wires 42 and 63, circuit controller Q controlled by distant blade 20, signal J wire 64, marker light 32, wires 65 and 33, common wire 36, and wires 47 and 48 back to battery R This circuit is closed whenever signal J A indicates caution or stop.

The apparatus for each of the remaining sections is controlled by circuits similar to those described above for section AB, as will be apparent from the drawings.

As shown in Fig. 2, sections A-B, BC, and CD are all unoccupied, but section DE is occupied by a vehicle indicated diagrammatically at V. Relay H is therefore deenergized. The circuits for both the home and distant blades of signal J are then open at front contacts of relay H and signal J indicates stop. All K relays are deenergized. As a result, all circuits for the operating mechanism of tripper arm M are open, and the tripper arm occupies its effective position. The circuit for jmarker light 39 is closed at circuit controller QP, and marker light 39 is lighted.

Since section CD is unoccupied, track relay H is energized, and the circuit for honie blade 21 of signal J is therefore closed at front contact 4:6 of relay H so that the home blade of signal J C occupies the proceed position. The circuit for distant blade 20 of signal J C is open at front contact 3737 of relay H and also at circuit controller N and the distant blade of signal J occupies the stop position. Signal J therefore indicates caution. All circuits for the operating mechanism of tripper arm M are open, and tripper arm M therefore occupies its effective position. Marker light 39 is lighted.

Track relay H is energized, and the circuit for home blade 21 of signal J is closed at contact 46 of this relay but the circuit for distant blade 20 of signal J is open at circuit controller O Signal J B therefore indicates:

caution. Marker light 39 is lighted, and tripper arm M occupies its effective position since all circuits for the operating mechanism of this tripper arm are open.

Relay H is energized, and both circuits forsignal J are closed so that signal J indicates proceed. Marker light 39 is therefore extinguished, and the first or normal circuit for the operating mechanism of tripper arm M is closed at circuit controller Q}, so that tripper arm M occupies its inefiective position.

I will now assume that a following vehicle traverses the stretch of railway track shown in Fig. 2. I will also assume that this vehicle is provided with apparatus similar to that illustrated in Fig. 1, and with a part which will be engaged by the tripper arms M to give a stop indication on board the vehicle if tl e vehicle passes a tripper arm M which occupies its effective position. Since tripper arm M occupies its ineffective position, the vehicle does not receive a stop indication as it passes this tripper arm. When the Vehicle enters the section AB, track relay H becomes de-energized, and the operating circuits for both the home and distant blades of signal J A are opened at front contacts of this relay, so that both the home and distant-blades of signal J A move to their stop positions, and signal J A therefore indicates stop. When distant blade 20 of signal J moves to the stop position, it operates circuit controller Q, thereby closing the circuit for marker light 39*, and opening the first circuit for the operating mechanism of tripper arm M Marker light 39 then becomes lighted, but tripper arm M does not move to its effective position, until after the vehicle has passed completely out of the section to the left of point A; for as long as the vehicle occupies section AB and the section to the left of point A simultaneously, the second or holding circuit for the operating mechanism of tripper arm 1 A is closed over a back con tact 3737 of track relay H and a back contact of the track relay for the section to the left of point A, and the operating mechanism remains energized over this circuit. It will be apparent, therefore, that under the above conditions, if more than one vehicle is operated together to form a train, tripper arm M will remain in its ineffective position until after the last vehicle has completely entered section AB, and the arm will not therefore engage the vehicle carried part on any of the vehicles of the train.

I When the vehicle passes tripper arm M the vehicle receives a stop indication because this arm occupies its ell'ective position. Under some conditions of operation, this stop .indication is undesirable, and the operator of the vehicle may prevent this indication by operating valve V (Fig. 1) to cause a. control impulse to be transmitted from the vehicle to the tracliway as the vehicle passes marker light 39. Assuming that the operator does this, jets of fluid issue from nozzles 11 on the train and device L is operated. lVhen contact 15 of device L closes, relay K is picked up. The operation of device L is only momentary, and the pick-up circuit for relay K opens again as soon as the device returns to its normal position, but since circuit controller P is now closed, relay K held up over its stick circuit. The picloup circuit for the operating mechanism of tripper arm M -is then closed, and tripper arm M moves to its ineffective position. The vehicle may then pass the tripper arm with-out receiving a stop indication.

V hen the vehicle enters section BC, track relay H becomes de-cnergized, and the circuit for home blade 21 of signal J opened so that this sigi al now indicates stop. At the same time, the holding circuit for the ope 'ating mechanism of tripper arm M is closed, and this holding circuit then functions in the manner already pointed out in connection with section AB. \Vhen track relay H now picics up, signal J indicates caution, and tripper arm M moves to the engaging position. Marker light 39 remains ighted.

When the vehicle enters section G-D, the apparatus will function in the same manner as described in coiiinection with section BO. Signal J c then. indicates stop, signal J moves to the caution position, and signal J A remains in the caution position.

The operator of the vehicle cannot, however, prevent a stop indication on board the vehicle at tripper arm M for if the operator transmits a control impulse to device L by operating valve V as the vehicle passes device L, relay K piclrs up, but since signal J indicates stop the pick-up circuit for the operating in *chanism of tripper arm M is open at circuit controller P and tripper arm M therefore remains in its ineffective position.

It will he observed that contact 14 of each device L is included in the operating circuits for both the home and distant blades of the adjacent signal J. \Vi th this arrangement, if a device L should, for any reason fail to occupy its normal position, that contact 14 of the device is open, the control circuits for both the home and distant blades of the adjacent signal would be open, and the signal would indicate stop, irrespective of traliic conditions in advance of such signal. The apparatus therefore provides a check against improper operation of the relay devices L and prevents the possibility of a dangerous condition as a result of a failure of any of these devices to return to its normal position.

It will be apparent, therefore, that with the apparatus thus far described, the operator of a vehicle may at times control tripper arms located in the trackway by transmitting control impulses from the vehicle to the trackway as the vehicle passes predetermined points along the trackway.

In the form of apparatus shown in Fig. 3, the track rails 1 and 1 are divided into track sections X-Y, YU, U- l, etc, in the usual manner, and the direction of trailic over these sections is indicated by the arrow. Each track section is provided with a track circuit similar to that shown in Fig. 2, except in this figure, the source of energy for each section is a battery 80 instead of a track transformer.

Section XY is provided with a switch 81 for allowing traflic to proceed into siding 82, or to continue on the main track through section XY, depending on the position of the switch.

The portion of the track to the right of the fouling point Z is included in the track circuit for the section to the left of point Y in the usual and well known manner.

The switch S1 is operated by a motor I), which in the form her shown comprises an armature 90 and a field 93. The motor 6 is controlled by a polarized relay cl having two contact lingers 8(5 and 87. The polarized re lay (Z is ot' the type in which the contacts remain in the position to which they were last moved until positively moved to a different position by current in the relay winding. Motor 6 is further controlled by a circuit controller 0 operatively connected with the switch 81, and comprising a contact 85-8l closed at all times except when the switch occupies its normal position in which it is shown in the drawing. The circuit controller 0 also comprises a co11tact85-83 closed at all times e.\f cept when the switch occupies its reverse position. When the switch is to be reversed, the polarity of the current supplied to relay d is reversed, so that contact lingers 8G and 87 are reversed. Current is then supplied to motor I) from batteries 6 and f in series through wire 88, contact Elli-86 of relay cl, wire 89, armature winding 90 of motor 1), wire 91, contact 87-87 of relay cl, wire 92, contact of circuit controller 0, field 9.3 of motor I), wires 94 and 132 to battery 6. lVhcn the switch reaches its full reverse position, contact 8583 ofcircuit controller 0 opens, thereby opening the circuit just traced and so deenergizing motor Z). hen the switch 81 is to be returned to normal, the relative polarity of thecurrent supplied to relay d is again reversed, so that contact fingers 86 and 87 are restored to the position shown in the drawings. Current then flows from batteries 6 and f in series through wire 88, contact 8787 of relay (Z, wire 91, armature winding of motor 7), wire 89, contact 86-86 of relay d, wire 96, contact 8584 of-circuit controller 0, field 93 of motor 72, and wires 94 and 132 to battery 6. As soon as the motion of switch 81 is completed, contact 8584 of circuit controller (2 opens, so that the parts are restored to the positions in which they are shown in the drawings.

Associated with section U-T is a repeater relay 7]., provided with a circuit which passes from battery 6, through wires 95 and 97, front contact 98 of relay H wire 99, front contact 100 of relay H wire 101, front contact 102 of relay H wire 103, winding of relay h, and wires 131 and 132 back to battery 0. This circuit is closed only when track relays H H, and H are all energized.

Also associated with section UT is a slow acting relay 9, and a relay device L of the air jet operated type previously described in connection with Fig. 1, which device is located inthe trackway adjacent the entrance end of section UT. When device L is operated, contact 15 of the device is closed, and slow acting relay 9 is then energized over a circuit which passes from a battery 71, through wires 108 and 104, contact 15 of device L wires 105 and 11 1, winding of relay g, and wires 106 and 107 back to battery Relay 9 is also provided with a stick circuit wh ch passes from battery 2', through wires 108 and 109, back contact 110 of relay h, wire 111, front contact 112 of relay g, wires 113 and 11 1, winding of relay g, and wires 106 and 107 back to battery 2'.

Polar relay (l is governed by track relays H and H, and also by slow acting relay 9, the contacts 115 and 116 of which constitute a pole-changer to reverse the polarity of the current when relay 9 is energized. As shown in Fig. 3. relay 9 is Clo-energized and the circuit for relay (Z is from battery 2', through wires 108 and 129, back contact 116116 of relay g, wire 118, front contact 119 of relay H, wire 120, front contact 121 of relay H" wire 122, winding of relay d, wire 123, front contact 124 of relay H wire 125, front contact 126 of relay H wires 127 and 117, back contact 115115 of relay 9, and wires 130 and 107 back to battery 11. hen this circuit is closed relay (Z swings its contacts to the loft and switch 81 occupies its normal position. lVhen relay 9 is energized, the circuit for relay (Z passes from battery 2', through wires 108 and 129, contact 116110 of relay g. wires 128 and 127, front contact 126 of relay H wire 125, front contact 124 of relay H wire 123, winding of relay cl, wire 122, front contact 121 of relay H wire 120, front contact 119 of relay H, wire 118, contact 115115 of relay 9, and wires 130 and 107 back to battery 2'. When this circuitis closed relay (Z swings its contacts to the right to reverse switch 81 as described hereinbefore. It

to allow traffic to continue over the switch? along the main track. I will now assume that a vehicle equipped with fluid pressure jet transmitting apparatus similar to that described in Fig. 1, enters section UT..- If

the engineman wishes to proceed along then.

main track past switch 81, he does not operate device L as he passes by, and the only change that occurs in the apparatus while the vehicle is in section UT is the de-energization of relay H and the subsequent de-energization of relay 70. As the vehicle enters section Y-U, relay H is de-energized, and as the vehicle enters section X-Y, relay H becomes de-energized. Each of the track relays H and H opens the circuit for relay d, and so it is impossible for relay d to be reversed and hence impossible to operate switch 81 while the vehicle is between points U and X.

If the engineman wishes to reverse switch; 81, he operates his valve V 1) to cause a control impulse to be transmitted from the vehicle while the vehicle is passing device L from nozzles 11 on the vehicle operate de-I; vice L and close contact 15 of device L which operation closes the pick-up circuit for relay g. Relay g therefore picks up. After the momentary operation of device L by the jets from the vehicle, contact 15 again: closes, but since track relay H is now deenergized, relay h is also de-energized, and relay g is therefore held up over its stick circuit. The polarity of the current supplied to relay d is now reversed, and switch 81 is operated to its reverse position to setup the route into siding 82. When the vehicle enters section YU, track relay H .is' deenergized, holding the circuit for relay h open as well as opening the circuit for relayi- (Z. In similar manner, when the vehicle enters section ZY, track relay H opens the circuit for relay d and holds the circuit for relay it open. It is apparent, therefore, that while the train is between points Z and U relay 0! cannot be reversed, for relay 9 remains energized, and the circuit for relay cl is open. As soon as the vehicle passes fouling point Z, however, the resultant energi- The fluid pressure jets then issuing zation of track relay H completes the cirswitch 81 is automatically restored to its normal position.

It willbe manifest, that with the apparatus described in Fig. 3, an operator on a moving vehicle may under some conditions operate a switch in advance of the vehicle by transmitting a control impulse from the vehicle to the traclzway as the vehicle passes a. predetermined point in the trackway, and after the switch has thus been operated subsequent operation of the switch is prevented until the train has passed the switch, whereupon. the switch is returned to its normal condition.

Referring now to Fig. 4, in the 'iOl'lll of apparatus here illustrated, the track rails 1 and 1" are divided into a plurality of similar track sections,. only one of which, w0c, shown complete in the drawings. Section 'wa: is provided with a suitable source of track circuit current such as a track transformer F the secondary 3-01 which is connected across the rails adjacent the exit end of the section. The primary l of transformer F is reversibly supplied with alternating current through a pole-changer o, from an alternator G5" overline wires 5 and 6: The pole-changer u may be controll'ul by any suitable means not shown in the drawings and: may, for example, be controlled by traffic conditions in advance.

Section w.r is further provided with a iolarized track relay H, having two. windings 135 and 136; finding; 135 constant- 1y connected across the rails adjacent the entrance end oi the section, and winding 136 isconstantly supplied with alternating current from any suitable source not shown in the drawings.

Located adjacent the entrance end of section vii-00 and controlled by track relay H, is aseniaphore signal 3 capable oi? indicating proceed caution or stop. When polechanger o occupies the position shown in the drawings relay ll is energized in the normal direction, in which it is shown in the drawings, and signal 7 indicates proceed, current being supplied to the signal. over a circuit which passes from a battery 8, through wire 1'37; contact 1381? 8 of relay H, wire 13%), oliierating' mechanism of signal n and wire l lfi hael t to battery 8. When. pole clianger '0 is reversed, however, relay H is energized in the reverse direction, contact 1381 38"o'f relay H is closed and the circuit for the" signal; then passes from battery 8 through wire 137 contact 138138" of relay HF, wire 1451, operating mechanism of signal y and wire 1410x back to battery as Under these conditions signal g indic'a tescaution. Wh en relay H is-derenergized, both of the above circuits are open, and signal e indicates stop.

' Located. in. the l'dlCliWEtY alittle in rear of point wis an upwardly extending pipe 142 terminating in a nozzle 1 13. Pipe 142 is at times supplied with fluid pressure, through a valve 19. The valve 29 comprises a valve stem 1441 provided with an armature 145 and a windingl-lfi. When winding 14-6'is de-energi 'lzed, the valve stem 1414' is moved to its up per ornorinal position by a spring 1&7. Under these conditions the'pipe llrl is connected with a source of fluid pressure not shown in the drawings, so that a jet of thoflui d issues front nozzle 143. When winding 146 is energized, however, the valve stem is moved downwardly against the bias exerted: by spring 1 17' and the pipe 144; is disconnected from the source of fluid pressure, so that no fluid issues from nozzle 143. The supply of euergy'to winding 146 is controlled by a circuit controllers ope 'ated by signal y. Whcn signal z indicates proceed, circuit controller is closed, and current then flows from battery 3 through wire 1 18, circuit controller a, wire 14:9, windii'ig 1416, and wire 1-50 back to battery 3. hensignal :1 indicates caution, or stop, the c '-'cuit just traced is open at ci'r cuit' cont-roller It is manifest, there'l mre, that a jet oi 'iiuid will issue from nozzle 1493 at all tiancs except when signal ;1 indicatcs proceed.

l iown in Fig. 4, the section to the left of point 10 occupied by a vehicle designated in general by the reference character :7. 'l he vehicle 2' is provided with a relay de vice L, similar to the device ll described in connection with Fig. 1'. The devil-e L is located in such position with respect tothe vehicle, that as the vehicle passes the nonzle 1431s the tracliway, a of Heidi un from the nozzle will strike diaphragm 13 and operate contact 1'4 of the device L. The vehicle g is also provided with a: stick relay 2' and a normally open manually controlled switch 6; When switch 6 is closed, a pick-up circuit is closed for relay 9, and current flows from a battery 151, through wires and 153', switch 2?, wires 154 and 155, winding of relay 1; and" wire 156 back to battery 151. Relay 9" is also provided with a stick circuit which passes from battery 151, through. wires 157 and 158, contact 14 ot' device L, wire 159, front contact 160 of relay 1'', wires 161 and 155 winding of relay 7?, and wire 15(3- bael; to battery 151. After relay r has once been picked up by operation of switch If the stick circuit just traced holds the relay energiczed until device D is operated.

Relay 1" controls traiii'cgoverning nleaus of'any suitable type, here shown as a brake application valve' E. P. V., which, when doenergized, applies the brakes on the vehicle through the usual automatic bra lie applyin 1; apparatus. Valve 11.1 V. is provided with a circuit which passes from battery 151, through wires 152 and 16 1, winding of valve E. P. V.,. wire 1'65, frontcontact 163 of relay 7', and wire 162back to battery 151.

In explaining the operation of the apparatus shown in Fig. 4, I will first assume that relay 1" is energized over its stick circuit, and that signal 3 indicates proceed as shown in the drawings. Under these conditions, no fluid issues from nozzle 1 13, and if the vehicle 9 passes the nozzle 143, the vehiclecarried apparatus is unali jected.

I will now assume that signal 1 indicates *aution or stop. Under these conditions valve p is de-energized, and a jet of fluid issues constantly from nozzle 143. If the vehicle 9 passes nozzle 143 under these conditions cevice L is operated to open contact 14. As a result, the stick circuit for relay 1" is opened, so that valve E. P. V. is tie-energized and the brakes are applied on the vehicle 9. Before the brakes can be released, the operator of the vehicle must close switch t, which is usually located in such position on the vehicle that the operator has to leave his cab to operate the switch.

Under some conditions of operation, it may be desirable to pass the nozzle 143 without receiving an application of the brakes even though jet of fluid is issuing from nozzle 1&8. This may be accomplished by closing a manually controlled switch u, which is connected in multiple with contact 14: of device L. hen switch a is closed, contact 14 of device L is shunted, and it contact 14 is then opened, the circuit for relay 1 is still closed at switch 2:. Under these conditions theretore no brake application is incurred on the vehicle.

Although I have herein shown and described only a few forms of railway traflic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my i11- vention.

Having thus described my invention what I claim is:

1. Railway trafl ic controlling apparatus, comprising a relay device, and a nozzle, one of which is located in the trackway and the other mounted on a vehicle, means for at times supplying fluid to said nozzle for causing a jet of the fluid to issue from the nozzle to operate said device, and tratiic governing means controlled by said device.

2. Railway trallic controlling apparatus, comprising a relay device, and a nozzle, one of which is movable with respect to the other, means for at times supplying fluid to said nozzle for causing a jet of the fluid to issue from the nozzle to operate said device, and traffic governing means controlled by said device.

3. In combination, a nozzle, means for at times supplying fluid to said nozzle to cause a jet of the fluid to issue from the nozzle a relay device movable with respect to said nozzle and responsive to said jet, and railway traflic controlling apparatus controlled by said device.

' 4c. In combination, a relay device, a nozzle, means for at times supplying said nozzle with fluid for causing a jet of the fluid to issue U from the nozzle to operate said device, and railway traffic controlling apparatus controlled by said device.

5. In combination with a stretch of railway track, a nozzle located on a vehicle, means for at times causing a jet of fluid to issue from said nozzle, and traflic governing apparatus in the trackway controlled by said jet.

6. In combination, amain reservoir on a vehicle, means for supplying fluid under 30 pressure to said reservoir, an auxiliary reservoir connected with said main reservoir through a restricted orifice, a normally closed manually controlled valve, a plurality of nozzles, means including said valve for connecting said nozzles with said auxiliary reservoir in such manner that when said valve is open a jet of the fluid issues from each of the nozzles, a relay device located in the trackwav and operable by said jets of fluid, and trafiic governing apparatus controlled by said device.

7. Railway traflic controlling apparatus comprising a section of railway track, a tripp per arm for said section, means located in the trackway for normally controlling said arm in accordance with trafiic conditions, and means located partly in the trackway and partly on a vehicle for at times controlling said arm from the vehicle.

8. Railway traffic controlling appaatus, comprising a plurality of succesti ve track sections, a tripper arm for each section biased to an effective position, trackway means for normally causing each such arm to occupy its in effective position when the two sections next in advance are unoccupied, and manually controlled means on a vehicle co-operating with said trackway means for at times cansing each such tripper arm to occupy its inet fective position if the second section in advance is occupied but not if the first section in advance is occupied.

9. Railway trafiic controlling apparatus comprising a section of railway t "ack. a tripper arm for said section, means located in the trackway for normally controlling said arm in accordance with tratfic conditions, manually controlled means on a vehicle 7 for at times transmitting a st of fluid from the vehicle to the trackway, and a relay device in the trackway responsive to surh jet for controlling said tripper arm.

10. Railway traffic controlling apparatus, comprising a plurality of successive sections of railway track, a tripper arm for each section arranged to occupy an effective or an ineffective position, means for holding each such arm in its ineffective position when and only when the two sections next in advance are: unoccupied, means on the vehicle for transmitting control impulses to the traciway, and a: relay device for each section responsive to said control impulses for at times energizing each such arm when the second section in: advance is unoccupied.

1-1. In combination, a stretch of railway track comprising a plurality of successive" track sections, a trippcr arm for each section having an eifective and an ineffective position,,controlling' means in the trackway for causin each such arm to occupy itsineflcctive position when the twosections next in advance are unoccupied,means on a vehicle for-at times t 'ansmitting a jet of fluid from the vehicle to thetraclmay, and means in the traclnvay responsive to said jet for at times causing'each such arm to occupy itsinetl'ective position when the first section in advance in unoccupied but not when the associated section: is occupied.

12. In combination, a stretch of railway track comprising a plurality of successive track sections, a tripper arm for each section having an effective and an ineffective position, controlling means in the trackway for causing each such arm to occupy its ineffective position when the two sections next in advance are unoccupied, means on a vehicle for at timestransmi-tting a jet of fluid from thevehicle' to the track-way, and a relay device for each section responsivc'tosaid jet for at tlJIlGS causing each such arm to occupy its ineffective position when the first section in advance is-unoccupied but the sec- 0nd s ,ction in advance is occupied.

13. Railway traflic controlling apparatus comprising a plurality of successive track sections, a track circuit for each section including a track relay, a signal for each secti-on controlled in part by the associated track relay, a tripper arm for each section normally controlled? by the associated signal, means on a vehicle for transmitting a con trol impulse from the vehicle to the track way, a relay device for each section responsive tosaid control impulse, and means controlled by each such device for at times controlling the associated tripper arm.

14. In combination, a stretch of railway track comprising a plurality of track sections, a track circuit iior each section including a track relay, a signal for each section, controlling means for each. signal including the associated track relay and so arranged that each signal normally indicates proceed but that when a section is occupied the corresponding signal indicates stop and the first and second signals in the rear thereof indicate caution, a tripper arm associated with each signal and arranged to occupy an effective position when the signal indicates caution or stop but tooccupy an ineffective position when the signal indicates proceed,

F means-on a vehicle for transmitting a control impulse-from the vehicle to the trackway and a trackway device for each section set into operation by a control impulse to cause the associated tripper arm to occupy its ineffective position provided the associated signal indicates caution.

15. In combination, a stretch of rail-way track, a tripper arm located in the trackway and biased to an effective position, means for moving said arm to an ineffective position when traflic conditions in advance are safe, a relay device located in rear of said arm and responsive toa jet of fluid for at times causing said arm to move to its ineffective position although trafiic conditions in ad vance are dangerous, means on a vehicle for projecting a jet of fluid toward said device, and means in the trackway for holdingsaid arm in its inefiective position until the vehicle has passed the arm if the arm is in its ineffective position when the vehicle approaches the arm,

16. Railway traflic controlling apparatus comprising a movable diaphragm located in the traclnvay, a contact controlled by said diaphragm, manually operable means on a vehicle for directing a jet of fluid into the trackway to operate said diaphragm, a relay in the trackway, means controlled by said contact for at times energizing said relay, means for subsequently holding said relay energized independently of said contact, and a traific governing device controlled by said relay.

17.. In combination, a stretch of. railway track comprising a plurality of successive track sections, a track circuit for caclr section including a track relay, a signal for each section, controlling means for-each signal including the associated track relay and so arranged that each signal normally indicates proceed but that when a section is occupied the corresponding signal indicates stop and the first and second signals in rear thereof indicate caution, a relay device for each section responsive to a jet of fluid to operate its contacts, an auxiliary relay for each section controlled by the associated relay device, a first circuit controller for each section arranged to be closed when the signal indicates caution, a tripper arm for each section biased to an effective position but occupying an ineffective position when energized, a circuit for each said arm controlled by the auxiliary relay and said first circuit controller, a second: circuit controller for each section arranged to be closed when the associated tripper arm occupies its ineffective position; a holding circuit for each said arm con trolled by a front contact of the track relay for the associated section, the associated said second circuit controller, and a front contact of the track relay for the section next in rear; athird circuit controller for each section arranged to be closed when the signal for the section indicates proceed,'a circuit for'said tripper arm including said third circuit con troller, and manually controlled means on a vehicle for transmitting ajet of fluid to'the trackway to operate said relay device.

18. In combination, a stretch of r ilway track, a relay device for said stretch comprising a diaphragm biased to a normal position, means on a vehicle for actuating said dia phragm, a iii-st contact for said stretch arranged to be opened except when said diaphragm occupies its normal position, a signal for said stretch, operating circuits for said signal controlled by said contact and by traflic conditions in advance, a second contact arranged to be closed when said diaphragm is actuated, and a trafiic governing device controlled by said signal and said second con tact.

19. In combination, a stretch of railway track comprising a plurality of successive track sections, a signal for each track section, a control'circnit for each signal arranged in such manner that each signal normally indicate proceed but that when a section is occupied the corresponding signal indicates stop and the first and second signals in the rear thereof indicate caution, a relay device for each section comprising a movable diaphragm biased to a normal position, manually controlled means on a vehicle for actuating said diaphragms, a first contact for each section controlled by the diaphragm oi? the associated relay device and arranged to be closed when the diaphragm is actuated, trafiic -overning apparatus for each section controlled by the first contact of the associated relay device, and a second contact on each relay device interposed in the control circuit for the ar jacent signal and arranged to be closed only when the diaphragm occupies its normal position.

20. Railway trailic controlling apparatus comprising a plurality of successive track sections, a track circuit for each section includin g a track relay, a signal for each section controlled in part by the associated track relay, a tripper arm for each section normally controlled by the associated signal, means on a vehicle for transmitting a control impulse from the vehicle to the trackway, a relay device for each section responsive to said control impulse, means controlled by each such device for at times controlling the associated tripper arm, a marker light associated with each tripper arm for indicating the location of the tripper arm, and means controlled by each signal for controlling the associ ated marker light.

21. In combination, a stretch of railway track comprising a plurality of track sections, a track circuit for each track section including a track relay a signal for each section, controlling means for each signal including the associated track relay and so arranged that each signal normally indicates proceed but that when a section is occupied the corresponding signal indicates stop and the first and second signals in the rear thereof indicate caution, a tripper armassociated with each signal and arranged to occupy an effective position when the signal indicates caution or stop but to occupy an ineffective position when the signal indicates proceed, means on a vehicle for transmitting a control impulse from the vehicle to the trackway, a traclrway devicefor each section set into operation by a control impulse to cause the associated tripper arm to occupy its inefiective position provided the associated signal indicates caution, a marker light associated with each tripper arm for indicating the location of the tripper arm, and a circuit'for each marker light controlled by the associated signal and arranged to be closed only when the associated signal indicates caution or stop. I I

22. In combination with a stretch of railway track, a nozzle located in the trackway, means for at times causing a jet of fluid to issue from said nozzle, and governing apparatus on a vehicle controlled by said jet of fluid.

23. Railway traiiic controlling apparatus comprising a stretch of railway track provided with a switch, a relay device responsive to a jet of fluid for controlling said switch, and vehicle carried means for transmitting a jet of fluid from the vehicle to the trackway to operate said device.

24. Railway tralfic controlling apparatus, comprising a stretch of railway track provided with a switch, a relay device located in the traclrway, means including said device for operating said switch, means including a track rail circuit for preventing subsequent operation of said switch while a'vehicle-is between said trackway device and the switch, and vehicle carried means for transmitting a jet of. fluid from the vehicle to the trackway to operate said device from the vehicle. a

25. In combination, a stretch ofrailway track provided wi h a switch, a track relay for said stretch, a repeater relay controlled by said track relay, a relay device arranged'to respond to a jet of fluid, a slow acting relay controlled by said relay device andsaid re peatcr relay, a polarized relay controlled by said slow acting relay, means controlled by said polarized relay for operating said switch, and means on a vehicle for projecting a jet. of fluid toward said relay devicetooperate said relay device. p v

26. In combination, a first, a second, and a third sections of railway track, a switch for the third section, a traclr relay for each section, a repeater relay controlled by a frontcontact of each track relay, a relay device arranged to be operated by a jet of fluid, a slow acting relay controlled bysaid device and a back contact of said repeater relay, a polarized relay controlled by the track relay for the secend and third sections and the slow acting relay, means controlled by said polarized relay for actuating said switch, and means on a vehicle for projecting a jet of fluid toward said relay device.

27. In combination, a first, a second, and a third sections of railway track, a switch for the third section capable of assumingtwoe treme positions, operating mechanism for moving the switch to one or the other of such extremepositions in accordance with the relative polarity of the energy supplied to such mechanism, a polarized relay forcontrolling the polarity of the energy supplied to such mechanism, a track circuit for each section including a track relay, it. repeater relay controlled by a front contact of each track relay, a relay device located in the trackway and responsive to a jet of fluid for operating its contacts, a slow acting relay, a pick-up circuit for said slow acting relay including a contact of said device, a stick circuit for said slow acting relay including a back contact of said repeater relay, means controlled by said slow-acting relay for supplying said polarized relay with current of one relative polarity or the other, and means on a vehicle for pro jecting a jet of fluid from the vehicle to said device to operate said device as the vehicle passes said device.

28. In combination, a stretch of railway track provided with a switch capable of assuming two extreme positions, means located in the trackway for normally causing said switch t'o occupy one extreme position, means on a vehicle for projecting a jet of fluid toward thetrackway, and a relay device in the trackwa-y responsive to said jet for at times causing said switch to occupy the other extreme position.

29. Incombination, a stretch of railway track provided with a switch, means located in the trackway for actuating; said switch, a relay device-responsive to a jet of fluid for controlling said trackway means, and means located on a vehicle for at times directing a jet of fluid toward the trackway to actuate said device.

30. I11 combination, a stretch of railway track, a nozzle located in the trackway, means for at times causing a jet of fluid to issue from said nozzle, and train carried governing means controlled by said jet of fluid.

31. In combination, train carried apparatus comprising a stick relay, a pick-up circuit for said relay including a normally open manually controlled switch, a relay device responsive to a jet of fluid for operating its contacts, a stick circuit for'said stick relay ineluding a contact of said device, and traffic governing means controlled by said stick relay.

32. In combination, a stretch of railway track, a nozzle in the trackway, means located in the trackway and controlled by trafiic conditions for at times causing a jet of fluid to issue from said nozzle, and governing means on a vehicle controlled by said jet.

33. I11 combination, a stretch of railway track, a signal for said stretch controlled by trafiic conditions,a nozzle in the trackway, means located in the trackway and controlled by said signal for at times causing a jet of air to issue from said nozzle, a relay device on a vehicle controlled by said jet, and governing means on the vehicle controlled by said relay device.

34. In combination, a vehicle carried relay device responsive to a jet of air to operate its contacts, traflic governing means on the vehicle normally controlled by said device, a manually controlled switch for at times modifying the control of said governing meansby said device, and means located in the tracle way for at times projecting a jet of fluid toard said device to operate said device.

35. Railway traliic controlling apparatus comprising means in the trackway for directing a jet of fluid toward a passing vehicle, apparatus on the vehicle responsive to said jet, governing means on the vehicle controlled by said apparatus, and manually operable means on the train for at times modifying the control of said vehicle governing means by said apparatus.

36. I11 combination with a stretch of rail way track, a nozzle located in the trackway, means controlled by trailic conditions for supplying fluid to said nozzle to cause a jet of fluid to issue from the nozzle, a relay device on a vehicle responsive to fluid from said jet, and governing means 011 the vehicle controlled by said device.

In testimony whereof I aflix my signature.

RONALD A. McOANN. 

